Train control



Jam. 9, 1923..

W. STINE.

TRAIN CONTROL. -FI I .ED MAY 23,1921.

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Z? 2 flznw INVENTOR ATTORNEY WITNESS ILA-412M L W. STINE.

' TRAIN CONTROL.

FlLED MAY 23.1921.

Jan. 9, 1923..

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INVENTOR MZZerSZz'ne ATTORNEY WITNESS:

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BARBER-Twi l, UIHIO.

Application filed May 2%, 1921. Serial No. t ilfitlfi.

To all whom it may concern) Be it known that l, /l nnrnu tl'rinn zen oi?the United liltz-ites, residing, at ton, in the county oi tiuniniit andOhio, have invented new and u .2. improvements in 'llrain Controls, ofwhich the 'li'ollowing is a specification.

This invention relates to automatic train stops, and comprehends theconstruction by means oil which the bral' cs will be gradually appliedto stop the train without any jerking oil. the latter, and at the uaiuctime o gioraie the throttle to shut oil? the SiJBtllIl, the inventionresiding in the construction, combination and arrangement of partsclaimed.

.llln the drawings forming part or this application, like numerals ofreili'erence indicate similar parts in the several views and wherein:

Figure 1 is a fragmentary sectional View through the train controlapparatus, show ing the normal position of the parts.

Figure 2 is a sectional view talten on line 2-2 of Figure l.

Figure 3 is a View similar to l ieuire 1, showing the active position ofthe parts.

Figure a is a view, partlyin section, of a modified form oi theinvention.

Figure 5 is a top plan View oi. the piston and piston rod.

Referring to the drawings in detail, indicates a cylinder which isadapted to be bolted or otherwise suitably secured to the locomotive(not shown), the cylinder being closed at both ends with the upper endprovided with an opening through which the piston rod 11 reciprocates.The piston rod supports spaced pistons 12 and 13 respec tively, whilesurrounding the piston rod ll is a coiled spring'lst, the latter being;tensioncd to bear against the adjacent piston and the upper end of thecylinder, to normally hold the pistons in the postiou illustiu .d

an opening in the bottom. oi the cylinder and carries at its lower end ashoe 15 which is threadedly secured thereto and is adapted to engage theramp rail 16 when the latter is set for use, it being understood that asthe shoe passes over the ramp rail, the piston rod together with thepistons are shifted to the position. illustrated in Figure 3 against thetension of said spring. A conduit 17 communicates with the cylinder 10at a point ad jacent the bottom thereof and establishes Figure 1. Thepiston rod iljf. slides thr h communication between the train linepressure and the cylinder between the pistons 12 and i3. The cylinder isprovided with an ()XllitllSi port 18 adjacent the lower end thereot,which port is considerably smaller than the inlet port with which. theconduit it? comniunicates. Leading from. the lower end ot the cylinderis a pipe 19 which is oci ated l .i 50, the latter being actuated by theul'e which passes through the pipe .19 rim the cylinder 10. f branchpipe Ell projects from the pipe 20 and establishes communication betweenthe latter and a. cylllllllllTl l supported by the branch pipe 21. 'luis cylinder forms a part of the locomo tire control device. andembodies a piston 4 which operates within the cylinder 23, the pistonrod reciprocating through the o 'iening 9,6 in one end oi the cylinderand extended for operative association with the throttle valve (notshown). A. coiled spring surrounds the piston rod 26 and normally holdsthe piston adjacent that end of the cylinder next to thebranch pipe 21.

Normally, the parts are arranged in the manner illustrated in Figure 1,wherein the 1. on 18 closes the exhaust port 18 and the adpicent end ofthe pipe 19. The pressure from the train line is then conveyed to thecylinder ll) and between the pistons and .3. l l hen the shoe 1.5 passesover the ramp rail ill, the pistons are moved upwardly in the cylinder10 to the position illus rated in Figure 2, and the pressure in the airline is then allowed to exhaust to the port 18 causing; the brakes toset on the train, in a manner which will stop the train gradually,

without any unnecessary jerking. A pertion oil. the train line pressurealso escapes through the pipe 19 to op "ate the signal 20, and to alsoactuate the piston in the cyliniiler 23, which is connected with thethrottle valve, thereby sh itting cit the steam. The device is not onlysimple in construction. but is very positive and etlicicut tor thepurpose intended. I

ltn Figure 4t, l have illustrated a modified term of the inventionwherein the cylinder 10" is constructed similarly to the cylinder 10,except that the exhaust port 18 is eli1ninated. The conduit 1'? leadsinto the cylinder 10 in the same manner as illustrated in l i ure 1,while the piston 13' normally closes the adjacent end of the pipe 19which with a whistle or other suitable leads from the lower end or thecylinder 1.0. The pipe 19 supports a whistle or other signal 20 at theupper end thereof, the latter being actuated. by the pressure tron'i.the cylinder passing through the pipe 19. In this form of the invention,two branch pipes 21 and 22' project from the pipe 19, and each of thebranch pipes supports a cylinder 23 as illustrated. A spring pressedpiston (not shown) cylinders 23, the-piston rods 24: projecting fromtheir respective cylinders, and operatively connected in any suitablemanner to the throttle valve, and to the brake control lever in thelocomotive, so that the steam is automatically cut elf and the brakesautomatically applied incident to the exhaust passing through the pipe19 and entering the cylinders 23. Otherwise, the construction shown inFigure t operates in the same manner as that shown and described inconjunction with the pre't'erred "form of the invention.

While it is believed that from the foregoing description the nature andadvantages of the invention will be readily apparent, I desire to haveit understood that I do not limit myself to what is herein shown anddescribed, and that such changes may be resorted to when desired as fallwithin the scope of what is claimed.

What is claimed is:

An automatic train control comprising a cylinder provided with openingsin the upper and lower ends thereof, a piston rod adapted to reciprocatewithin the cylinder and having its respective ends passing through saidopenings, spaced pistons car ried by the rod and arranged intermediateoperates within each of the o'l its ends, a (oil spring surrouinling therod and lmving its end conrolutions hearing against the adjacent pistonand the upper end of the cylinder and said spring being anapted to holdsaid pistons in a normal. position, a shoe threadcdly secured to thelower end of said rod and adapted to ongage a ramp rail of the system atpredetermined times, a conduit establishing communication between thetrain line pressure and. said cylinder and designed to COlHlYlfllllCtltOwith said cylinder at a point between the normal posit-ion of saidpistons, said cylinder having an exhaust port in its cylindrical walladjacent the lower end thereof, and said port being normally closed bythe adjacent piston, a pipe leading from the cylinder at a pointopposite to the exhaust port, a signal carried by the opposite end o'tsaid pipe and adapted to be actuated by the pressure passing throughsaid. pipe l'roni the cylinder, a branch pipe leading from the lastmentioned pipe adjacent and bel ow said signal, a second cylindersupported by the branch pipe which communicates therewith, said lastmentioned cylinder being arranged at an angle with respect to thc firstmentioned cylinder, and provided with an opening directly opposite theconnnunication end. of the branch pipe, a spring pressed piston adaptedto operate in the second cylinder, and a rod entering the opening in thesecond cylinder and having one end secured to the adjacent end of saidpiston and its opposite end. extended for operative association with thethrottle valve of the train as and for the purpose specified.

In testimony whereof I ailix my signature.

WALTER STINE.

